Internal-combustion engine



Sheets-Sheet l ILM ` E. R. BURTN'ETT INTERNAL COMBUSTION NGINE Filed Feb. 28.' 1924 v z f lln l i Q m f. J 1 wm April 26,1922

' 1E." R'.-I

INTERNAL GOMBUSTION ENGINE' April 26,1927.

-BURTN ETT Filed Feb. 2.Y 1924 v2 sheets-sheet 2Q lllfllflfl//nll/ OO bt l lrntented Anglet-1927. UNITED STATES' PATENT O 1 4E vEnEfrrr nt BUBI'NEIT, or Los MEsNE ASSIGNMENTS,

roman; A voLUNranY TRUST.

T THE AUTOMOTIVE FFI'cE.

' INTEnNALlcoMBUsTIoN ENGINE.

Application filed February bustion englne of the two stroke cycle type, Q and has for its principal objects the provi-- sion of a relatively simple and practical enl v Igine structure wherein two combustion cyllnde'rs that are joined by a clearance chamber common to both, have combined therewith a pumping cylinder wherein gaseous fuel is compressed and inducted under pres- 1 0 sure into the combustion cylinders, and to `combine withl said pumping cylinder a poppet type inlet valve that controls the admission of the gaseous jfuel mixture to the pump cylinder, the use of such valve accomplishing l'jthe. inlet function for a two-cycle engine practically the same as is accompllshed in the conventional four-cycle engine, and such provisionbeing'in keeping with the present production methods of engine manufacturers. l The combining of a gaseous fuel inlet .l valve of the oppet type with a gaseous f uel pumping cy inder' ermits the construct-ion 'l of a two stroke cyc e engine in which a constant inlet port can be maintained in admission function for the full period ofthe admission or suction' stroke of the -pump cyl- Ain-der piston, thereby making possible theuse kof whatever inlet period lag in timing @is deemed necessary by the `engine designer for the greatest volumetric efliciency at high rotative engine'spee'ds.

Further objects "of'my invent-ion are to f y provide a two stroke cycle engine of the character referred tothat will permit rela- 'tively high compressions to be accom lished and made use of without producing etonaftion, and' its undesirable and destructive results, and, further, to provide'an engine that has great strength and durabilit is practically silent in operation, capab e of being easily and cheaply produced and in which the` port ca acity is relatively large as com-vvv tot evolume or cylinder displace-` Upared. ment.

l With theforegoing and other ob'ects in view, my invention consists in the eatures of construction and combination and arrangement of parts hereinafter more fully l described and claimed, reference being had to the accompanying drawings, in which- Figure 14 is aside elevational view of an engine of 'my improved construction with parts broken away and in vertical section;

2s, 1924. serial Nu. 695,723.'

- my Improved engine;

Figurel2 is an endl elevational yview of.A

Figure 3 is ari-enlarged vertical section taken on .the line 3-3 'of Figure. 1;

Figure 4 is an enlarged Vertical taken on lthe lineal-e1 of Figure 1;

Figure 5 is a horizontal section taken on the l1ne`5-5'of Figure 1 Section ANGELES, CALIFORNIA, AssIGNoE, EY'nInEc'r AND.l vALvEs o o., on Los ANGELES, cALI- Figure 6 is an enlarged vertical section taken on the line 6 6 of Referring by numerals 111g embodiment of my invention, l10 designates a cylinder block, preferably of the -Water Figure `1. to the accompanyjacketed type, and in which 1s formed a. pair 7 0 and 12and a pumping or precompression `of combustion chambers 11 'gaseous fuel chamber 13.

drawings, which illustrate a practical -These chambers are, as shown,

-preferably arranged in a row, with their axes parallel and occupying the same pla-ne. t

\ Block 10 surmounts 'a crank case 14 :formed in two or more parts and providedy l.

with suitablv arranged bearings for a. crank l This crank shaft has a crank 16 Shaft 15. that is located beneath the combustion chambers 11 and 12 and with a crank '17 'that is located beneath'pumping chamber 13.

Crank 6 is approximately 225 degrees in advance "of crank 17, in the directionvoffA crank rotation.

. Arranged f or operation "within chambers" 11 and 12 are, respectively, pistons-18 and 19 and connecting said pistons'and crank 416 are Ordinar vconnectingrods 20.

Arranged fy within pumping cham r 1'3 is a piston 22 that is connected to -crank 17 by an ordinar connecting rod-23.

ormed through the wall of block 10 and communicatin tionof cham er 11 is an exhaust port 24 that is wholly uncoveredand open only when stroke.

communicating with the intermediate portion of chamber 12 is a compressed gaseous fuel inletport 25 that is. wholly uncovered and open, yonly when the piston 19 is at thelowe'r or outer'end of its stroke and communicating with said port 25 is the lower end of an inclined 26. Y v v Secured on top of block 10 is a head block with the intermediate por-A or reci rocatory mov-ement I 9o piston 18 is at the lower or outer end of its i Formed through .the wall of block 1'0 and gaseous fuel transfer duct 25 latter is formed in the upper portion of 27 that lias'a. cooling fluid circulation chamber 28,y and formed in the underside thereof is a pocket or recess-2,9 that establishes comniunication between the upper ends oflcliambustion and expansion chamber.

Seated inl block 27 and preferably at a point above chamber 12 is a spark plug 30' fand the inner ends of the electrodes thereof project into the chamber 29.

Formed in the underside of head block 29 and communicating with chamber 13 is a short outlet passageway 31 that leads through the side'of saidhead block and communicates directly with the upper end of transfer duct 26;

Formed in the under side ofl the head block 27 and extending laterally from passageway 31 is a gaseous fuel inlet passageway 32, the outer end of which communicates, with a port 33 that is formed at the upper' inner end of the fuel inlet duct 34, which block 10,to the side of the pumping cylinder. Port 33 is provided on its upper edge with a seat forA an upwardly opening poppet valve 35 that is carried on the upper end of a stem 36, the latter extending downward through suitable bearings and having associated therewith a spring 3 7 that normally holds said valve upon its seat.

The lower end of valve stem 36 rests on the upper end 0f a plunger 38 that operates in a suitable bearing 39 and said plunger bearin on the periphery of a cam 40 that is carrie by a shaft 41. This shaft is yournaled for rotation in suitable bearings in the crank case 14 and said shaft is driven at the same speed as crank shaft 15, preferably by means of a train of gearing 42 between the two shafts.

- In the o eration of my improved engine', cam 40 -acting through plunger 38 and stein` 36 unseats poppet valve 35, while the pumping piston 22 is moving downwardly and as a result gaseous fuel is drawn into the pumping chamber 13 from a carburetor or other source of supply, said gaseous fuel passing v-througli duct 34, port 33 and duct 32.

As pumping piston 22 passes low center fuel inlet control valve 35 closes and on the succeeding upward stroke of piston 22 the gaseous fuel charge -is compressed in the upper portion of chamber 13 and in transfer duct 26. As pistons 18 and,19 approach low center following their. downward travel, exhaust port'24c and inlet transfer port 25 are simultaneously opened, altlfiough1 as a matter of fact the exhaust port' 2li is uncovered slightly in advance of the uncovering of port 25, due to the fact that the exhaust port is slightly wider than the vfuel inlet port masses port 24. On the succeeding upward movement of the pistons 18 and 19 the ports 24 and 25 will be coveredand closed, and during the remainder of the upward travel of said pistons the gaseous fuel charge drawn.

into the chambers 11 and 12, and whatever products of combustion iemain in said chainbers will be compressed within the common clearance chamber 29.' At the point of highest compression or as the pistons 18 and 19 pass their high centers, a spark is produced between the terminals of the electrodes of plug 30, thereby ignitng the compressed gaseous fuel charge and the expansion following combustion will act on pistons 18 and 19 to drive the same downward on their power stroke andthe power and motion thus produced will be transmitted throughlthe connecting rods 20 directly to crank shaft 15.

Thus, it will be seen that I have provided a relatively simple, strong, rugged and durable two stroke cycle internal combustion engine unit that embodies a pair of connected combustion cylinders, a gaseous fuel umping cylinder and a oppet valve for controlling the admission o gaseous f uel into.

the pumping cylinder and which engine may be operated under high compression with economy and efficiency and without producing detonation and its deleterious results.

lt will be understood'that various changes in the size, form and construction of the various parts of my improved internal c ombustion engine may be made and substituted for those herein shown and described withi -v 'fout departing'from the spirit of my invention,'the scope of whichis set forth in the appended claims.

l claim as my. invention:

l. ln a two stroke cycle internal combustion engine, a unit of three cylinders, two of which function las combustion cylinders and the third functioning as a charge pumping cylinder, a block arranged on the head ends of said cylinders, said block bein provided with a recess thatconnects an pro`- vides a common compression and combustion clearance chamber for the chambers within the combustion cylinders, said block being provided with a recess that constitutes 'an extension for the head end of the chamber in the pumping cylinder, said recess being provided on op osite sides with lateral extensio'ns, one of) whichfunctions as a gaseous fuel inlet duct and the other asa pumped charge volume outletduct, a mechanically operated poppet vvalve normally closing a port in thecharge volume inlet duct, a transcylindersl being provided with an exhaust port, pistons arranged for operation within the chambers' of the three cylinders, a two throw crank shaft, separate connections from the pistons within the two combustion cylinders to one throw of the crank shaft and a separate connectionI from the piston in the charge volume pumping cylinder to the other one of the two throws of thecrank, shaft;

2. In a two .stroke cycle internal combustion engine unit, threecylinders, two of which are adapted to conbjnstion and joined at their head ends by a common compression and combustion clearance chamber, exhaust ports formed in the wall of one `of said two' combustion cylinders, inlet ports formed in the wall of the other of the two combustion cylinders, the third cylinder of thefiinit of three cylinders being adapted to charge pnmping, a crank shaft having two crank' throws, p1`stons within each of the three cylinders, connections between the pistons in lSi) the two combustion cylinders and one of the 1,eas,sae I' l two crank throws of said 4crank shaft, a lse arate connectionbetween the piston within the third cylinder and the other one of the A two crank throws ofv the crank shaft, said last mentioned crank throw being arranged in relation to the crank throw to which the two pistons of the two combustion cylinders are connected, so as to cause the piston with- ,in the pumping cylinder to reach vhead end 'dead center at the time the piston within the combustion cylinder having the inlet'ports arranged in its wall has moved suiiiciently past crank end .dead center to close saidv inlet ports, the' head end of the chamber in the pump ylinder having a lateral extension, there being a fuel charge admission port at the outer end of said lateral extens1on, an admission poppet valve normally closing said admission port, means whereby the said pop. pet vvalveis opened mechanically immediately after the cylinderyhas reached head end dead center and held open during the period of each suction stroke of the pumping cylinder piston and a charge volume transfer duct leading from 'the upper or 'head end of the pumping chamber to the inlet ports in one of the combustion chambers;

In testimon whereof I aix my si ature.

EiERETT R. BURT ETT;

piston within the pumping 

